Fourth to charles a



(No Model.) 2 Sheets-Sheet 1.

A. F. MARTEL.

GAR BRAKE.

Patented Jan. 3,1882.

(No Model.) 2 Sheets-431mm; 2.

. 'A; FyMARTEL.

GAR BRAKE No. 251,722. Patented Jan. 3,1882,

Y J J W WW w ADELARD F. MARTEL, or MONTREAL,

FOURTH TO CHARLES A.

PATENT OFFICE.

QUEBEC, CANADA, ASSIGNOR OF ONE- MARTEL, or SAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 251,722, dated January 3, 1882.

Application filed November 1, 1881. (No model.)

To all whom it may concern:

Be it known that I, ADELARD F. MARTEL, of Montreal, in the Province of Quebec, Dominion of Canada, have invented certain Im 5 provements in (Jar-Brakes, of which the following is a specification.

This invention is designed to render easy and certain the operation of all the brakes of a train of cars simultaneouslyfrom one point and by one person, or separately from different points.

The invention consists in connecting the op erating-lever ot' the brakes of each ear with a rotary shaft or rod extending lengthwise beneath the car, and provided at its ends with a sliding or extensible coupling, by which the shaft-sections areunited and caused to turn in unison, while at the same time the cars are permitted to separate or come together, as

usual; in providing the shaft with a universal joint ateach end of the car, to permit the usual turns to he made without aflecting the shaft; and in otherfeatures and details, hereinafter fully set forth and explained,the various parts 2 5 being constructed and arranged in the peculiar manner herein described and shown.

In the accompanyingdrawings, Figure 1 represents a bottom plan view of a car provided with my IDJIHOXQIIIBIttS; Fig.2, a longitudinal vertical section on the line a: a: of Fig. 1; Fig. 3, a detail view of the coupling; Figs. 4 and 5, enlarged views of the universal jointin two slightly different forms.

In their general construction and arrange- 5 ment the brakes may be of ordinary construction, though I prefer to substitute for the main operating-lever, to which the brake-rods of the two trucks of each car are connected, a horizontal drum or ,wheel, and to provide the brake 4o rods or connections with flexible sections, composed of chain or its equivalent, to wind upon said drum. Projecting from one side of the drum or wheel is an arm, carrying a pulley at its outer end and provided with two eyes, to

one of whicn is attached one end of a spring, the other end of which is attached to the body of the car, and serves to draw back the arm and permit the brake-shoes to swing and remain normally clear of the wheels. Around the pulley of the arm passes a chain or other flexible band or cable, one end of which is permanently secured to the bottom of the car, while the other is attached to and winds upon a rotary shaft carried lengthwise beneath the car, and mounted in suitable bearings, so that upon rotating the shaft the chain is wound thereon, the arm is drawn toward the shaft, and the drum isthereby caused to turn upon its pivot, drawing upon the brake-rods or connections and applying the bra-ke'shoes to the wheels.

Suitable means are provided for rotating the shaft, as will be presently explained.

Referring now to the drawings, the foregoing will be more clearly pointed out, together with the details necessary thereto.

A represents the bottom of the car, and B the trucks supporting the same upon the wheels 0.

D represents the brake-shoes, applied to cross bars or beams E, suspended from the car-' bodyin the usual manner. The two sets of brake shoes of each truck are caused to bear alike upon their respective wheels by means of an equalizing-lever, F, pivoted to one of the 7 beams E, and having one end connected by a rod, or, to the operating drum or lever G, while the other end is connected by a rod, 1), to the other brake-shoe beam of the same truck, as shown in Figs. 1 and 2. The brake-shoes, 8o beams, and connections of both trucks are the same, a rod or connection, a, extending from the equalizing-lever F of each truck to the drum or wheel between the two trucks, as shown, so that upon the rotation of said drum all the brakes of the car aresimultaneously and equally pressed against the car-wheels.

As shown in Fig. 2, the operating-drum G is furnished with two outwardly extending arms, 0, each carrying at its outer end a pulo ley, d, and also furnished with eyes 0, to one of which e5 es is attached one end of a spring,

f, the other end of which is made fast to the car-body, as indicated.

H represents the main operatingzshafncar- 5 riedin suitable boxes beneath the car, and to this shaft is connected one end of a chain, I, which passes about the pulley d, and has its other end secured to the car-body at a point between the shaft H and the arm 0, so that as .100

. may be employed.

the shaft is turned the chain is caused to wind thereon and draw the arm forward against the tension'or force of the spring f, rotating the drum and drawingthe brake shoes against the wheels, as above explained. In order that the brakes of each car may be separately controlled and operated from either end of the car, as with the ordinary brake, a second chain, J, is attached to the arm 0 by its eye 6, and carried thence around fixed pulleys g, to the usual windlasses at the ends.

For the purpose of permitting all the brakes of a train to be applied simultaneously and from a single point, the shaft-sections H of the several cars are connected by means of couplin gs K, such as represented in Fig. 3, by which all the sections are caused to turn in unison, but all necessary end-play to accommodate the separation and coming together of the cars is permitted. Each coupling K con;

sists of two parts, i and j, formed with interlocking ends, and provided with spring-fasten. ing devices, as shown, and arranged to slide the squared end of the is applied, the length a limited distance upon shaft-section to whichit 'of movement being limited by a chain, k, or

by a cross-pin, shoulder, or equivalent stop.

The fastening devices are represented asmetal spring arms or plates Z, each rigidly secured to one part of the coupling,

and arranged tospring over a stud, m, on the other part; butotherdevices may be employed, if preferred. I From the above it will be seen that each sec-- tion of the shaft H carries at each end a halfsection or part of a coupling, K, so that when two cars are brought together the coupling is completed and the shaft-sections united and made virtually one shaft. i It is of course necessary that the shaft H be provided with joints, which will permit the passage of the car around bends and turns in the road without in any way interfering with the operation of the brakes. These may be of either of the'forms represented in Figs. 4 and 5; or any other wellknown universal joint Each shaft-section is furl nished at both ends with such a joint located in rear of the shaft-coupling, as shown. 1

The manner of imparting motion to the shaft H may be varied; but a convenient way is that shown in the drawings, in which L repre-f sents a-chaiu-wheel secured upon the shaftsection extending beneath the locomotive, and M a drive-chain passing around said wheel and over a similar wheel on a shaft, N, driven by gearing a 0' from a shaft, 0, which is furnished with a crank or hand-wheehl, or which may be connected with the moving part of the locomotive and furnished with a winding stop to prevent the brakes from being forced too firmly against the wheels.

perforated The operating apparatus may be located on the tender, if desired, or elsewhere, thoughit is preferred to locate-it in or close to the locomotive, in order that the engineer may have full control of the train at all times.

As the cars are run either end first, accordin g to the position in which they are found and the direction in which they are to travel, it is necessary to duplicate the shaft H and its connecting devices, placing one at each side, as shown in Fig. 1.

It is apparent that instead of chains other flexible bands may be employed, that the pulley in the head of arm 0 may be omitted and the chain passed through an eye or connected directly to the arm, that any suitable gearing may be employed to drive the shaft H, and that in other respects, which will readily suggest themselves to the practical mechanic, the details may be modified.

I am aware that it is not new to operate the brakes of a train of cars by means of rotating shafts made up of sections extending longitudinally beneath the several cars, and united by couplings and provided with universal joints, and I make no broad claim thereto.

Having thus described myinvention, what I claim is- 1, The coupling K, consisting of the parts i j, provided respectively with spring I and stud m, and adapted to move lengthwise upon the shaft sections to which they areapplied.

2. In combination with the operating'shaft H, having prismatic ends, the coupling K applied thereto, and the chain k,having its ends attached respectively to the coupling and the shaft, whereby the end movement of the coupling is limited.

3. In combination with the brakes and the drum G, a spring connected with said drum, as and for the purposes explained.

4:. In combination with the drum or lever connected with the brakes and provided with an arm, the chain 1, made fast to the car at one end and passing around a pulley on the arm toawinding-shafr, substantially as shown.

5. The herein'described brake mechanism for cars,'consisting of the ordinary brakes, their operating connecting-rods, the drum G, spring f, chain I, and shaft H, combined and operating as set forth.

IIO

6. The'combination, substantially as shown and described, with the ordinary brakes of a car, of the drum G, springf', chain I, shaft H, chain J, pulley g, and windlasses, all arranged to operate in the manner explained.

ADELARD F. MARTEL.

Witnesses:

J. RAJOTIE, J. L. GRISON. 

